Motor vehicle drive



Jan. 21, 1941. o. w. s'cHoTz MOTOR VEHICLE DRIVE Filed Nov. 18, 1937 4 Sheets-Sheet 1 A TTORNE Y5.

Jan. 21', 1941. v 0, w sc Q'rz 2,229,345

MOTOR VEHICLE DRIVE Filed NOV. 18, 1957' 4 Sheets-Sheet 2 J INVENTOR 0550 14! 54%051 E El (4 TTO'RNE V6.

Patented Jan. 21, 1941 UNITED STATES PATENT OFFICE MOTOR VEHICLE DRIVE om w. scum, Detroit, Mich, assignor a v Chrysler Corporation, Highland Park, Mich., a

\ corporation of Delaware Application November 18, 1937, Serial No. 175,180

4': Claims. (01. 74-262,)

This invention relates to power transmissions of the type used in conjunction with motor vehicle drives although in the broader aspects of my invention my transmission may be used in a variety of devices for-controlling the drive between driving and driven parts.

One object of my invention is to provide improved means for controlling transmissions, particularly motor vehicle transmissions, whereby 10 speed ratio change may beeifected under desired conditions. More particularly I have provided primary means for selectively controlling the various speed ratio drives of a'transmission, including direct drive, so arranged that the motor 15 vehicle driver may cause a variation in the transmission speed ratio drive even though the primary selective controlling means would otherwise produce another speed ratio drive in the transmission.

A further object of my invention is to provide a motor vehicle transmission capable of variation of speed ratio drives and improved secondary or auxiliary means under control of the vehicle driver for changing the transmission setting, esg5 pecially in response to driver variation of the load on the engine. Thus, the secondary control is preferably arranged to produce a step-down in the transmission drive to enable the engine to drive the vehicle at a lower gear ratio, the secondary control preferably being brought into action when the driver opens the engine throttle beyond a predetermined point and being released from action when the engine throttle is restored to a condition of opening less than the predeter- 35 mined point.

In carrying out the foregoing objects of my invention, I preferably employ pressure fluid means, operable by a suitable liquid such as oil, or gas such as air under partial vacuum or positive 0 pressure, to produce selective operation of speed ratio controlling elements or devices of the transmission by the primary selecting means. The primary means, when pressure fluid is employed, embodies valving means for selectively opening the pressure fluid to the transmission speed ratio controlling devices while the secondary controlling means embodies further valving means to divert the pressure fluid to another transmission speed ratio controlling device under desired con- 50 ditions. The secondary valving means may be operable in response to engine throttle opening either by connection .with the throttle adjusting mechanism or by utilizing the pronounced variation in the degree of partial vacuum which oo- 55 ours in the engine intake system when the throttle is opened a relatively great amount. when the secondary valving is connected ,with the throttle adjusting mechanism, I preferably provide for operation of the secondary valving in response to movement of the throttle actuator or accelerator pedal beyond its fully opened throttle setting, the throttle actuator having an over-travel for this purpose.

In either of the foregoing arrangements of control on the operation of the secondary valving 10 means, the secondary valving means preferably produces a control on the transmission independently of the setting of the primary valving means.

In a transmission having more than two speed ratio changes, asfor example a transmission providing low, intermediate or second, high or direct, and reverse, I preferably arrange my secondary control as a step-down gear ratio from the fastest drive to a slower gear ratio drive. In the fore going example, the secondary control would be arranged by preference as a step-down from direct to second. If the top gear ratio is an overdrive then by preference my step-down control would provide the direct drive at wfll.

With my improved transmission control, the

secondary control'preferably operates only when the primary control is set for the condition from which the step-down is desired. Thus, for example, the secondary valving would be operable, at least to eifect speed ratio change, only when the primary control is set for direct drive through the transmission and when the secondary control is operated the primary control need not bedisturbed, thereby restoring the control to the primary control on release of the secondary control.

My transmission control is of advantage in rapidly and conveniently accelerating the vehicle, as when another car is to be passed on the road and when a lower gear ratio drive is desired, the transmission being restored for normal-drive 40 under. control of the primary means when the demand for rapid acceleration is removed from the engine. Furthermore, if the vehicle en-, counters an upgrade it is not necessary for the primary control means to manipulate the transmission to a lower speed ratio since the secondary control will come into action by the operation of the throttle actuator in its movement of increasing the power delivered by the engine, the drive being restored to the primary control by partial release of the throttle actuator.

While the transmission gearing may be of any desired type, I preferably employ planetary gear trains since such gearing oiiers advantages of control by friction controlling devices on the gearing elements, the friction controlling devices being conveniently and smoothly applied by pressure fluid. The use of a fluid coupling between the engine and transmission is also of advantage in obtaining smooth speed ratio changes, as well as other known advantages, although I do not limit my invention in its broader aspects to the use of planetary gearing or a fluid coupling.

An additional object of my invention is to provide an improved fluid valving means for transmissions whereby a change speed may be made only according to certain desired transmission driving conditions. I have provided such valving means in the form of leader and follower parts so arranged that the leader part efiects controlling operation of the follower part to change the transmission drive only when the transmission is being operated in a predetermined setting by the primary control means. By reason of such arrangement the secondary control does not change the operation of the transmission by the primary control except under the desired conditions as when the transmission is being operated in one of its speeds such as the top speed. I have also provided improvements in the secondary valving whereby the valving parts are very compactly arranged, assembly is facilitated, and the cost of manufacture is minimized.

Further objects and advantages of my invention will be more apparent as this specification progresses, reference being made to the accompanying drawings which illustrate several embodiments of the principles of my invention and wherein,

Fig. 1 is a side elevational view somewhat diagrammatically illustrating my power transmission for a motor vehicle drive.

Fig. 2 is a detail sectional elevational view taken through a portion of the throttle actuating mechanism of Fig. 1.

Fig. 3 is a diagrammatic view illustrating the distributor valving means for the primary control.

Fig. 4 is a detail sectional view taken as indicated by line 4--4 of Fig. 3.

Fig. 5 is a sectional plan View of the transmission taken as indicated by line 5-5 of Fig. 1.

Fig. 6 is a sectional elevational view illustrating the first speed transmission controlling device and taken as indicated by line 6-6 of Fig. 5.

Fig. 7 is a sectional plan view taken as indicated by line of Fig. 1 and illustrating the valving means for the secondary control.

Fig. 8 is a view generally similar to Fig. '7 but illustrating the valving in another position of operation.

Figs. 9, 10, 11 and 12 are detail sectional views of the valve parts taken as indicated respectively by lines 99, III-iii, l, and |2-|2 of Fig. 7.

Fig. 13 is a further detail sectional view taken along line i3-l-3 of Fig. 8.

Fig. 14 is a sectional elevational view taken as .-indicated by line |4--|4 of Fig. 8.

15 is a view generally similar to Fig. 1 but illustratinga modified arrangement for the secondary control means.

Fig. 16 is a detail sectional plan view through the secondary valving of the Fig. 15 arrangement. the view being taken as indicated by line IG-IG of Fi 15.

Fig. 17 is a view similar to Fig. 16 but illustrating another position of the valving parts.

Referring to the accompanying drawings, I have illustrated my invention in conjunction with a motor vehicle drive embodying a prime mover which transmits its power through a clutch and a speed ratio controlling transmission for transmitting the drive from the prime mover to the driving ground wheels of the motor vehicle, such parts being of any suitable type and construction. I have illustrated the prime mover as the usual internal combustion engine A for driving the vehicle through a transmission B preferably through the medium of a clutch C. By preference, the transmission B is preferably of a planetary gear type and the clutch C is illustrated as a fluid coupling. The transmission B has a power-' take-oil driven shaft 20 which is operably con-" nected to drive the ground wheels of the vehicle in any well known or suitable manner.

The engine A has a driving shaft 2| which drives the impeller 22 of the fluid coupling C, the

ing 21 of transmission B. The driving sleeve 26 carries a gear 23 for driving a shaft 29 through a gear 30, the shaft 29 extending downwardly into the oil reservoir or sump 3| (see Fig. 3) for driving a pump which is diagrammatically represented at 32 and which may be of any suitable well known type.

The transmission B comprises a plurality of speed ratio controlling devices respectively adapted for engagement with rotary control elements of the various planetary gear train-s for effecting the various speed ratio drives through the transmission, operating means being provided for effecting operation of the speed ratio controlling devices. In my drawings I have illustrated a transmission having three forwardly driving speed ratios and a reverse drive, these driving speed ratios being selectively brought into operation by the speed ratio controlling devices 33, 34, 35 and 36 which respectively control the drives for first or low speed, second or intermediate speed, high or direct, and reverse. The controlling devices 33, 34 and 36 are illustrated in the form of frictional brake bands and the controlling device 35 is illustrated in the form of a friction cone clutch. The rotary control element 31 is provided with an inner lining of friction material 38 for engagement with the third speed controlling device 35 in order to effect the third speed orfdirect drive in accordance with customary practice for planetary transmissions. 6 I have illustrated a typical planetary gear train, generally designated at 39, for the low speed drive and having associated therewith a rotary control element 4|) which is in the form of a drum operatively connected with the planetary gear train 39, it being understood that the controlling devices 34 and 36 are likewise associated with a rotary control drum element.

The typical controlling device 33 comprises a brake band 4| anchored at 42 to the transmission housing 21, the band 4| being illustrated in its expanded position allowing the drum 40 to rotate freely. When it is desired to produce the low speed drive through the transmission, the band 4| is adapted to be contracted into engagement with drum 40 to arrest rotation thereof. In order In Fig.

' reservoir 3| by means of a conduit 13 which comto efiect operation and release of the controlling device 33, I have provided fluid pressure operated means illustrated as a pressure fluid motor D,- corresponding-pressure fluid operated means E, F'and G being provided to efl'ect controlling operation of the aforesaid speed ratio controlling devices 34, 35 and 36, respectively.

The motors D, E and G are carried by a housing or casting 43 which is removably secured by fasteners 44 to the side of the transmission housing 21. The motor D which is typical of motors E and G comprises a cylinder 46 'having'a pressure fluid inlet 46 for supplying pressure, fluid to the cylinder to force apart a pair of pistons 41 and 43 whichare slidably mounted in cylinder 46. Each piston is pivotally connected to operate a lever 43 and these leversoperate through a link 66 to force the ends 6| and '62 of the-band 4| toward one another to contract the band for ar resting rotation: of'drum 43. A spring yieldingly urges the bandends 6| and 62 away from one another and the pistons 41 and 43 toward one another to eflect release of the low speed when the supply of pressure fluid to the cylinder 46 is cut oil, as will presently be more apparent.

The motor F for effecting operation of the third speed controlling device 35 comprises a cylinder 54 which receives a slidabl'e piston 66 adapted to operate the piston rod 66 and lever 51 which is pivotally supported at 6 3. The lever 61 has a yoked extension 59 which operates a thrust collar 63 for slidably operating the cone 36 into frictional engagement with the friction material 33 of the rotary controlling element 31, a spring 6| being provided to restore the'parts after operation. In Fig. 5, the transmission is illustrated as operating in the third speed drive, pressure fluid being introduced to the cylinder 64 to cause clutching of the controlling device 36 with the rotary control element 31.

In the operation of the transmission as thus far described, it will be apparent that by selectively introducing pressure fluid to the motors D, E, F and G, the transmission will provide drives in first, second, third and reverse, respectively.

I will now describe the primary selective con trol means for effecting selective operation of the speed ratio controlling devices 33 to 36 to vary the speed ratio drive through the transmission. This primary control comprises a pressure fluid circulating system between the aforesaid reservoir 3| and the'motors D, E, F and G, the pressure fluid supply to these motors being controlled by a primary distributer valving means designated as H. This primary valving means comprises a casing 62 which houses the rotatable distributer valve 63 which has portions 64 and 66 thereof engaging the casing 62 in order to form high and low pressure chambers 66 and 61, respectively.

The high pressure chamber 66 is always in communication with a pressure fluid supply conduit 63 which communicates with the delivery of pump 32 and in order to prevent the pump from building up an excess pressure, beyond that which is required for the operation of the motors D to G, I have provided means for relieving such ex cess pressure by reason of a conduit 69 which" opens at a check valve 13. This valve is yielding- 1y urged to its seat by a spring 1| adjustably the primary valving means H.

municates with the interior chamber of the relief valve casing 14,

The main valve body 33 is formed with a delivery portion 16 which engages the valve casing 32, the valve body being formed with a pressure fluid delivery conduit 13 which is always open to the high pressure chamber 63 at the intake end of conduit 16. The outlet end of conduit 16 extends within the valve portion 16 and is adapted to selectively register with the pipes or conduits 11, 13, 13 and 33 which respectively communicate with the pressure fluid cylinders of the aforesaid motors D, E, i" and G. These distributer pipes at the casing 32 are arranged to lie in a. common plane and between conduits 11 and 33 there is provided a space 3| for a neutral position of adjustment of the valve 63. Thus when the outlet end of distributer conduit 16 is registered with "this space 3|, then the transmission is in its neutral setting and there is no delivery of pressure' fluid through, any of the conduits 11 to 33.

A return conduit 32 is open atone end to the reservoir 3| and at the other end communicates with the low pressure chamber 61 at a point below the common plane of the pipes 11 to 33 so that regardless of the adjustment of the valve 63, the low pressure chamber 61 is always in communication with the return conduit 32. The

valve 63 is rotatably adjusted through a valve being connected to a lever 36 which extends to theprimary means for adjusting or controlling The operation of the primary valving means H as thus far described, is as follows. In Figs. 3 and 4 it will be noted that the adjusting lever- 35 is positioned for adjustment of the valve 63 so that the pressure fluid delivery conduit 16 is registered with the third speed conduit 13. Under such conditions, the pump 32 will supply pressure fluid through the conduit 63 to the high pressure chamber 66 for delivery of the pressure fluid through the conduit 13 and distributer pipe 19 which leads to the third speed motor F for effecting operation of the third speed ratio conrespectively lead to the flrst, second and reverse motors D, E and G, are open to the low pressure chamber 61 and'therefore communicate with the return conduit 32 leading to the reservoir 3| for relieving any pressure previously established in these motors. When the lever 35 is operated to rotatably adjust the valve' 63 to another of its positions of transmission control by the primary operating means which will be presently described, the conduit 16 is accordingly registered with one of the distributer conduits 11, 13 and 33 for obtaining whatever driving speed ratio is called for by the primary operating means and when the conduit 16 is positioned to communicate with the space 3| then at such time the transmission is adjusted for its neutral setting.

I will now describe the primary operating means for eflecting selective adjustment of the primary distributer valving means H. In the present embodiment of my invention I have illustrated this primary operating means as a manual control operable by the vehicle driver at some convenientpoint. Referring to Fig. l, the usual steering wheel 36 is mounted on the'customary steering post 31, to which is fixed a bracket 33 carrying a segment 89 on which is mounted a manually operable selector element or lever .90 adapted to swing on a pivot 9|. The segment 89 is formed with a plurality of arcuately spaced notches which define stations or positions of transmission control for assisting the operator in the selective adjustment of lever 90 for changing the setting of the transmission. Thus, the segment 89 is formed with stations 92 to 98 which respectively correspond to transmission settings for first, second, third, reverse and neutral.

The inner end of selector element 90 is connected at 91 to a Bowden wire mechanism 98 which has its other end connected at 99 to the aforesaid lever so that selective adjustment of lever will produce a corresponding adjustment of the valve 83. I

I will now describe my secondary control means for effecting variation in the transmission drive operable in response to driver manipulation of engine power variation. This secondary control means comprises a secondary valving means J preferably located between the primary valving means H and the pressure fiuid operated means or motors which are to be controlled by the secondary control system; also a manually operable control for the secondary valving means J operable independently of the manual control for the primary system.

In Fig, l I have illustrated the manually operable control for the secondary valving means J in the form of a mechanical operating connection between the engine throttle valve adjusting mechanism and the secondary valving means. The usual accelerator pedal I00 is pivotally supported at IOI to the toe-board I02 of the motor vehicle body, a spring I03 yieldingly urging the accelerator pedal to its position of release at which time the engine A will have its throttle valve adjusted for engine idling. The engine A has the usual intake manifold I04 for the distribution of the usual gasoline and air mixture to the operating cylinders of the engine, the manifold being supplied with the charge by a carburetor I05 which communicates through a riser I06 with the intake manifold. The usual throttle valve for adjusting the quantity of fuel mixture supply is indicated at I01 in the idling position. A pin I08 limits the opening movement of valve I01 at its wide open throttle position of adjustment by a lever I09 which is connected to the throttle valve I01. I09 is pivotally secured at H0 to the member III (see Fig. 2) which has an internal bore II2 slidably receiving the forward end II3 of a rod II4, the rear end of which is pivoted at II5 to a link H6 which has pivotal connection at II1 to the accelerator pedal I00.

Pinned to the rod H4 at H8 is a collar H9 and surrounding rod I I4 between collar I I9 and member III is a relatively stiff coil spring I20 which normally serves to provide an operating connection between rod H4 and member III. In order to limit separation of collar I I9 and member III, there is provided a bracket I2I which has an end portion I22 engaging the pivot I I0 and a second end portion I23 which engages the rear face of collar H9 and which loosely receives rod 4.

The toe-board I 02 carries a downwardly extending bracket I24 carrying a pin or shaft I25 on which is loosely journalled a swinging guide link I26 having its lower end pivoted at the aforesaid point II5 to the link I I6 and rod II4.

As thus far described, itwill be apparent that when the accelerator pedal I00 is depressed by the The lower end of leverfoot of the driver, link-H8 will be thrust forwardly to operate through rod 4, spring I20, member III, and lever I09 to rotatably adjust the throttle valve I01 to its open position to supply increasing quantities of fuel and air mixture to the engine A and thereby increase the power delivery of the engine. -At such times the relatively stiff spring I20 operates as a positive connection between rod H4 and member III so that there is no lost motion between rod H4 and throttle valve I01 during the normal adjustments of throttle valve I01 by the accelerator pedal I00. When the operator releases the pedal I00, it will be understood that the spring I03 serves to return the accelerator pedal as aforesaid The secondary valving means J is adapted for operation by an overtravel of the accelerator pedal I00 beyond its depressed position corresponding to wide open throttle adjustment of valve I01. This additional movement of the ac celerator pedal beyond the point where the throttle valve I01 engages the pin I08 to present further movement thereof, is accommodated by the spring I20 which yields to permit forward movement of rod II4 by reason of the end II3 thereof sliding in the bore II2 of member III while this member remains fixed against forward movement.

When the accelerator pedal I00 is depressed to the position corresponding to wide open throttle by causing the valve I01 to engage pin I00, a laterally projecting finger portion I21 of the link I26 at this time engages a further link I28 which is also loosely pivoted on the pin I25 for swinging movement independently of the link I26. The link I28 is yieldingly urged to a return position illustrated in Fig. 1 by a tension coiled spring I29 which has its ends connected to the toe-board I02 and the link I28 respectively. The spring I29 exerts a relatively great load on the link I 28 so that the operator will not unintentionally depress the accelerator I00 beyond its wide open throttle position. I therefore preferably arrange the spring I29 so that a very decided 1 additional load is thrown on the accelerator pedal I00; thereby requiring a marked resistance to movement of the accelerator pedal beyond its wide open throttle position. While a stop may be provided for the link I28 to limit its swinging movement toward the toe-board I02 by the spring I29 to the position of the link illustrated in Fig. 1, a stop at this point is not necessary inasmuch as this return movement of link I28 is limited by the arrangement of parts at the secondary valving means J as will be presently apparent.

The lower end of link I28 is connected at I30 to a second Bowden wire mechanism I3I which extends to a point of control on the secondary valving means J which is best illustrated in Figs.

The secondary valving means is positioned in the line of pressure fluid delivery through the conduits 18 and 19 which respectively communicate with the second and third speed motors E and F. For convenience of reference, I have designated those portions of the conduits which extend between the primary valving means H and the secondary valving means J as primary 18 and 19 while those portions of the conduits which extend between the secondary valving means and the aforesaid motors are respectively designated as secondary 18 and 19. The secondary valving means comprises a main casting I32 which is secured to the bottom portion of the transmission casing 21 and which is formed with a forpressure fluid passages or conduits I and I42" which respectively communicate with the second speed pressure fluid delivery conduits I8 and 18, the casting having a further pair of axially aligned passages I43 and I44 which respectively communicate with the third speed conduits 19 and 19. These conduits open into the bore I33 although the axes of the pairs of aligned conduits I4I, I42 and I43, I44 are offset slightly above the axis of bore I33 as best illustrated in Fig. 14.

Pressed into the bore I33 against relative movement with respect to casting I32 is a ported sleeve preferably formed in two parts I45 and I45 for convenience of manufacture, ends of these sleeve parts being brought closely together at I41 so that in efiect the sleeve structure operates as a unitary part. The sleeve I45 is formed with an internal cylindrical bore I48 while the sleeve part I45 is formed with a corresponding bore I45 of somewhat larger diameter than that of thebore I48. The secondary valving means preferably comprises leader and follower valves I50 and II respectively mounted for relative sliding movement in the sleeve bores I49 and I48.

The follower valve I5I is formed with a reduced inner stem I52, annular pressure, fluid conducting grooves I53 and I54, and the sleeve engaging portions I55, I55 and I51. The valve portion I55 serves as an abutment for a spring I58 which surrounds the stem I52, the other end of the spring acting against the casting I32 at the end I55 of the bore I33 so that the valve I5I is yieldingly urged outwardly in the sleeve I45 to the limit of its travel in the position illustrated in Fig. '7, at which time the outer end of the valve at the valve portion I 51 strikes an abutment plug I50 which is threaded into the outer end of the sleeve part I45. The plug I50 is formed with a groove I5I which receives a ring of fluid sealing material I52 which is compressed against a shoulder I53 formed on the sleeve I45 and the head I54 of the abutment plug I50. This head I54 in turn serves to limit movement inwardly ofthe leader valve I50 as will presently be more apparent.

The sleeve I45 as best shown inFlg. 10, is formed with an arcuate port or recess I55 which communicates with the second speed passage I4I',

- the recess I 55 communicating with the sleeve bore I48 by a radial passage I55 which is ofiset inwardly from the axis of passage I as best shown in Fig. '1. Sleeve I45 is provided with a further arcuate port or recess I51 which is diametrically opposite-the recess I55 and which communicates with passage I42. A radially extending passage I58 is likewise offset from the axis of passage I42 and is disposed at the outer end of recess I51 for establishing communication between the latter recess and the sleeve bore I48. The valving means according to the illustration in Fig. '1, corresponds to the transmission setting of Fig. 1

wherein the selector element 50 is set for a third speed drive of the transmission by engagement with the third speednotch or station 54 with the segment 89. In Fig. '1 the fluid pressure lines 18 and 18* are in communication through the follower valve I5I, but since said pressure fluid is not being delivered to the conduit 18 the second speed motor E will not be operated. The conduit 18 communicates with conduit 18 with the parts positioned as in Fig. '1 through the recess I55, passage I55 thence by reason of the sleeve bore I48, through passage I58 and recess I 51 to the passage I 42.

The sleeve I45 has a further pair of diametrically opposite arcuate ports or recesses I59 and I10, respectively communicating with the passages I43 and I44; also a pair of radially extending passages I 1| and I12 which respectively establish conununication between recesses I58, I and the sleeve bore I48. The passage I1I is ofiset from the axis of passage I43 and is disposed at the inner end of the arcuate recess I53 while the passage I12 is likewise offset inwardly from the axis of passage I44 and is disposed at the inner end 01 the arcuate recess I105 With the parts positioned as in Fig. 7, the passage I43 is open to the passage I44 by reason of arcuate recess I59, passage I1I, annular groove I53, passage I12, and arcuate recess I10. When the follower valve I5I is moved inwardly against the action or spring I55 to occupy its other position of operation as illustrated in Fig. 8, the valve portion I 55 moves inwardly to the other side of the passage I58 thereby closing ofi communication between pressure fluid supply passage MI and the passage I42. At the same time valve portion I55 likewise moves inwardly to the other side of passage I12 so that delivery of pressure fluid from passage I43 to the passage I44 is closed off. However,

movement of the follower valve I5I from the Fig.

7 position to the Fig. 8 position is adapted to establish communication between the pressure fluid supply passage I43 and the second speed passage I42 as follows. Under such conditions the pressure fluid in passage I43 enters the arcuate recess I58, then passes through the passage I1I, annular groove I53, passage I58, thence through arcuate recess I51 to the second speed passage I42 and thence to the second speed conduit 18 for operating the second speed motor E. Therefore, when the pressure fluid is supplied to the third speed conduit with the secondary valving J positioned as in Fig. '1, the third speed controlling device 35 is operated and under such conditions and assuming, that the follower valve I5I is moved from the Fig. 7 position to the Fig. 8

position, the pressure fluid in the conduit 15 is gages the inner end of the leader valve I50 so that when rod I14 is moved outwardly the leader valve I50 will likewise be moved with rod I14. The head I15 is formed with a passage I15 which provides communication between the space I11 and the clearance between rod I14 and the bore I13, the space I11 being that part or the sleeve bore I49 which lies between the inner end of leader valve I50 and the abutment plug I50. The valve I 50 has an outer stem I18 around which is disposed a compression coil spring I15 which acts at I80 at the cap I34, the other end of the spring thrusting on-the enlarged valve portion I8I slidably engaging the sleeve bore I45.

The valve I50 has the further enlarged portions I82 and I83 which slidably engage the sleeve bore I49, the valve having the annular grooves I84 and I85 which provide pressure fluid passageways during operation of said valve. The sleeve part I46, as best seen in Fig. 13, is formed with the arcuate recesses I86 and I81 respectively opening inwardly to the sleeve bore I49 by reason of the radial passages I88 and I89 which are relatively oifset axially of the sleeve I46. The recess I86 is in continuous communication with a passage I90, this passage being open at its other end with the third speed pressure fluid passage I 43. The recess I81 is axially elongated so that it extends inwardly to form a continuous pressure fluid conduit with a passage I9I formed in the sleeve I45, the passage I9I communicating through a radial passage I92 with the sleeve space I93 between the valve I55 and the abutment plug I60. The outer end of rod I14 carries a head I94 against which the yoke I operates whereby the lever I31 is adapted to move the leader valve I outwardly against the resistance offered by the spring I19, the latter spring with the parts positioned as in Fig. '1 causing the valve I50 to maintain a position in engagement with the rod head I15 which in turn has its inward movement limited by engagement with the abutment plug I 60. Outward movement of rod I14 under the influence of Bowden wire I3I is limited, as in the Fig. 8 position of valve I50, by reason of the stem I18 engaging the portion I of the cap I34. These abutments which define the extreme limits of travel of the valve I50 therefore likewise limit the extreme movements of swing of the aforesaid link I28 under the influence of the spring I29 and-the finger I21 actuated by depressing the accelerator pedal I00.

With the leader valve I50 positioned as in Fig. 7 for a normal drive in third speed through the transmission B, it will be apparent that the pressure fluid in passage I43 enters the passage I and thence through recess I86 and passage I88 but further passage of the pressure fluid does not take place because the pressure fluid is trapped between the valve portions I82 and I83. When the accelerator pedal I00 is depressed beyond the wide open throttle position to produce an overtravel, the finger I21 picks up the link I 28 and operates through the Bowden wire mechanism I3I and lever I31 to move the leader valve I50 outwardly from the Fig. '1 position thereof to the Fig. 8 position. This movement of the leader valve establishes communication between the pressure fluid passage I90 and the recess I81 since now the passages I88 and I89 are both in communication with the annular groove I85. This produces a supply of pressure fluid through the recesses I81 and I9I, thence through the passage I92 into the space I93 to produce inward movement of the follower valve I5I from the Fig. 1 position to the Fig. 8 position and thereby cause thepressure fluid from conduit 19 to be diverted from the conduit 19 to the conduit 18 whereby the third speed motor F is released and the second speed motor E is operated to produce a step-down in the driving speed ratio of the transmission B. Immediately on release of the overtravel of accelerator pedal I00 to the wide open throttle position or to any point of further release, spring I29 will serve to restore link I28 and the Bowden wire mechanism I3I to the Fig. 1 position of these parts and the spring I19 will likewise restore the leader valve I50 back to the Fig. 7 position and thereby cut off the pressure fluid supply between passages I90 and I81. Thereupon the spring I58 operates to produce outward movement of the follower valve I 5| thereby restoring this valve to the Fig. '1 position whereupon the second speed motor E is released and the third speed motor F is again operated to change the transmission setting from second to high, it being noted that the selector element 90 is not disturbed during the stepdown and step-up operation of the secondary control means by manipulation of the accelerator pedal I00. In the event that the accelerator pedal I00 is depressed through its overtravel at any time when the selector element 90 is not set in the third speed position, such movement of the accelerator pedal will not produce any change in the speed ratio setting of the transmission B by reason of the fact that the passage I43 is supplied with pressure fluid only when the primary valving means H is adjusted for direct drive or third speed by a corresponding setting of the selector element 90.

It will be noted that the arcuate recesses in the sleeve parts I45 and I46 do not extend all of the way around the sleeve and by reason of my construction it is not necessary to offset the pairs of passages I4I, I42 and I43, I44 .in a direction axially of the sleeve. This arrangement of arcuate recesses minimizes the length of the sleeve and the length of the valving as a whole. My invention has, among its advantages, the provi sion of a valving mechanism which is very compact, and which may be conveniently assembled and manufactured at relatively low cost. By separating the sleeve parts I45 and I46 at the juncture I41, assembly of the abutment plug I60 is facilitated and the cost of manufacture of the sleeve as a whole is minimized.

I have also provided a system of venting the various passages and valving chambers so that the leader and follower valves I50 and I5! respectively will move quickly and freely. With the parts positioned as in Fig. '1, when the pressure fluid is supplied from passage I43 to passage I44, the second speed motor E is drained back through the passage I 42 and passage I4I thence through conduit 18, low pressure chamber 61 of the primary valving means H, and back to the reservoir 3| by reason of the return conduit 82. When the leader valve I50 is moved outwardly to the Fig. 8 position,,there is no tendency to create a vacuum in the space I11 because the passage I18 is open to the passage I95 through the space between rod I14 and valve bore I13, thereby causing a displacement of fluid from space I95 freely into the space I11. Similarly when the valve I50 moves inwardly the fluid in space I11 is freely displaced back to the space I95.

Referring to Fig. 12 I have provided a bleed or vent pipe I96 which projects upwardly and is open at the top to the oil storage reservoir of the transmission B, the lower end of the pipe I96 communicating with the annular groove I84 of the leader valve I50 when this valve is positioned as in Fig. '1 and also in Fig. 8. Inasmuch as the leader valve must move from the Fig. 8 position to theFig. 7 position before the follower valve I5I can move from its Fig. 8 positionto its Fig. 7 position, it will be observed that the passage I89 is open to the annular groove I84, as in Fig. '1, thereby venting the space I93 by way of the recesses I9I and I81 to facilitate the return movement of the leader valve I5I by displacing the fluid from space I93 into the upright pipe I96. The pipe I 96 is carried for a small distance upwardly into the reservoir of the transmission in order to prevent any sediment which might collect in the reservoir from entering the pipe I96 and which might cause trouble in the operation of the secondary valving J. As soon as the primary valve I50 is moved outwardly the passage I89 is closed from communication with vent pipe I96 by reason of the valve portion I82 being moved across passage I89 or from the Fig. '1 to the Fig. 8 position.

As best seen in Fig. 9, wherein a portion of the sleeve I and casting I32 are cut away from the illustrated section, a second vent pipe I91, similar to the pipe I96, is provided and which is in continuous communication with the annular groove I54 of the follower valve I5I in each of its positions of Fig. 7 and Fig. 8. In the Fig. '1 position communication between pipe I91 and valve groove I54 merely establishes communication between the transmission reservoir and this annular groove I54 but when the follower valve I5I is moved inwardly to the Fig. 8 position by reason of pressure fluid being introduced to the space I93, then the pressure fluid in passage I44 is vented through the pipe I91 through the recess I10, passage I12, and annular groove I54 so that the third speed motor F may be quickly released by action of the spring 6| moving the piston 55 outwardly to cause the fluid in cylinder 64 to be readily displaced through the pipe I91 and thence to the transmission reservoir. As soon as the follower valve I5I is moved by the spring I98 from the Fig."8 position to the Fig. '7 position, the valve portion I56 moves across the passage I12 to close of! communication between this passage and the pipe I91.

When the valve I5I is in the Fig. '1 position it will be noted that the second speed motor E is vented by communication of passage I42 with passage I4I, conduits 18, low pressure chamber 61 and return 82 to the reservoir 3|. As soon as valve ISI is moved inwardly by the introduction of pressure fluid at space I93, valve portion I55 moves across the passage I60 thereby closing off communication between passage I68 and passage I66 because at such time the pressure fluid in passage I43 is to be diverted to the passage I42 leading to the second speed motor E. While in Figs. '7 and8 the pipes I96 and I91 cannot-be seen because the section is taken looking downwardly, I have illustrated these pipes in construction lines in order to illustrate their relative positions with respect to the leader and follower valves, it being understood that these pipes project upwardly from the sections taken in Figs. 7 and 8 and as will be apparent from Figs.'9 and 12.

While the space I11 is vented to the space I95, by the clearance around rod I 14 as aforesaid, a further vent is illustrated for space I11 either to supplement the aforesaid vent or as a substitute therefor. This further vent comprises a system of passages which continuously establishes communication between space I11 and pipe I96.

Referring to Figs. 12 to 14, sleeve I46 has a groove I11 along the upper portion continuously open at its ends respectively with pipe and radial passage I11 which leads into space I11. The groove I11 is thus open to annular groove I84 when valve I is positioned as in Fig. '7 as well as in Fig. 8.

Summarizing the operation of the power transmission, it will be noted that the various speed ratio changes and neutral may be produced in the setting of the transmission 18 by manipulation of the selector element 90 into any of its stations of transmission control 92 to 98. This would be provided by the use of the top drive,

selective adjustment of the selector element 90 causes a corresponding setting of the primary valving means H which selectively supplies pressure fluid from the pump 32 to the motors D to G causing a corresponding selective operation in the 5 speed ratio controlling devices 33-46. At any time when the primary control means is operating to cause a third speed or direct drive in the transmission B, manual depression of the accelerator pedal I00 beyond the wide open throttle in position thereof will produce an overtravel of the accelerator pedal and thereby act on the secondary valving means to cause the leader valve I50 to introduce pressure fluid from the third speed conduit 19 to move the follower valve I5I inwardly and thereby divert the pressure fluid from the third speed line 19 to the second speed passage I42 and thence through the second speed conduit 18 to operate the second speed controlling device 34, the direct speed controlling device 35 being simultaneously released, Upon release of the accelerator pedal I00 from the overtravel condition, the leader valve I50 will be restored thereby cutting off the supply of pressure fluid to the follower valve I5I, and this follower valve will then be restored to cut off the supply of pressure fluid to the second speed controlling device 34 and to cause operation of the direct speed controlling device 35 to restore the transmission to the direct drive condition. Obviously the secondary controlling means may .be operated by any suitable mechanism other than the accelerator pedal I00, but the use of the accelerator pedal. is preferred because the depression of the accelerator pedal is a natural movement by the operator, herein designated as a manual operation, so that when the engine A is called upon to increase its power output as in climbing a hill or passing another vehicle at a faster speed than 40 the operator has only to depress the accelerator pedal withoutvarying the' setting of the primary control means at the selector element 90, the primarycontrol means being left so that-the setting thereof will be automatically restored .upon 45 release of the secondary control means.

Referring now to Figs. 15, 16 and 17, I have illustrated a modified arrangement of control of the secondary valving means .1 wherein, while the secondary valving means is still operated in 50 response to adjustment of the throttle valve operating mechanism as in the Fig. 1 embodiment,

I have utilized the inherent property of variation in the partial vacuum created in the intake manifold of the engine for causing operation of the secondary valving means. In this modified arrangement, the primary control means for the transmission is'identical' with that aforesaid and therefore need not be further described in detail.

Furthermore, the'secondary valving means is,

for the most part; similar to that described in connection with Figs. 7 and 8 and I have therefore given corresponding parts reference numerals similar to those previously employed, it being understood that the secondary valving means J is identicalv in function and operation with respect to the secondary valving means J, except as will be noted as follows.

In Fig. 1'1 the abutment plug I I50 is secured between the sleeve parts I45 and I 46 by bringing the adjacent ends of these sleeve parts toward one another and into engagement with an annular shoulder I98 carried by the abutment plug I60". It'will also be noted that in place of the vent pipe I91, I have illustrated 9. corresponding vent at I99 which communicates with the annular groove I54 through the sleeve recess 200 and the passage MI.

The primary valve I50 has a stem I'I8 formed with a pair of detents in the form of annular grooves 202 and 203 selectively engageable by a ball 204 yieldingly urged inwardly by an adjustable spring 205 whereby to yieldingly restrain the leader'valve I50 from fluctuating between its two positions of control and to fix the leader valve in the several positions of its movement. A spring I'IS yieldingly urges movement of the leader valve inwardly from the Fig. 16 to the Fig. 17 position, and the chamber I95 is now placed in communication through an opening 206 and a pipe 201 with the intake manifold I 04 of the engine A. Any suitable means may be provided for venting the space I" to facilitate movement of leader valve I50 in the event that it is desired to increase the movement of the leader valve in comparison with its movement without any venting other than a certain amount of leakage which will ordinarily occur between said valve and the sleeve I46 In Fig. 15 the accelerator pedal I is now directly connected through a link 208 with the throttle valve actuating lever I09, it being noted that this arrangement does not depend on an overtravel of the accelerator pedal for producing an operation of the secondary valving means J During normal operation of the motor vehicle in the third speed or direct drive as obtained by a setting of the aforesaid primary control means with the selector element 90 positioned as in Fig. l, the secondary valvlng J will be positioned as in Fig. 16 with the pressure fluid being supplied to the third speed controlling device 35. At this time the partial vacuum in the intake manifold I04 will act in the chamber I95 to maintain the leader valve I50 in its outer position compressing the spring I19 However, should the operator depress the accelerator pedal I00 beyond some point determined by the power of spring I19 the force of the spring pressed ball 204, and the capacity of chamber I95, the degree of partial vacuum will be reduced and the spring I19 will then act to move the leader valve I50 inwardly from the Fig. 16 position to theFig. 17 position whereupon, as before, the pressure fluid will move the follower valve II inwardly to divert the pressure fluid from the third speed controlling device 35 and cause operation of the second speed controlling device 34. The leader valve I50 will be restored to the Fig. 16 position to again obtain a direct drive by a partial release of the accelerator pedal I00 or such increase in the speed of engine A as will again increase the degree of partial vacuum in the intake manifold I04, or a combination of these two circumstances, so that the step-down and step-up operation of the secondary controlling means will be produced by manipulation of the accelerator pedal independently of manipulation of the primary control means from the direct drive setting.

It will be apparent in the Fig. 1 or Fig. embodiments of my invention, I have provided what may be termed a kick-down control on the transmission; a control which maybeconveniently described for illustrative purposes since various modifications will be apparent from the teachings of my invention and scope thereof as defined in the appended claims.

What I claim is:

1. In a power transmission for motor vehicles, a plurality of speed ratio controlling devices adapted to control selective forward speed ratio drives through the transmission, a plurality of pressure fluid operated motors respectively adapted to control operation of said devices, primary control means adapted for manipulation by the vehicle driver for efiecting selective variation of said transmission drives and including primary valving means selectively operable at the will of the driver to control pressure fluid application to said motors, and secondary valving means operable at the will of the vehicle driver to change the application of pressure fluid from one of said motors to another of said motors independently of selective operation of said primary valving means.

2. In a power transmission for motor vehicles, a plurality of speed ratio controlling devices adapted to control selective speed ratio drives through the transmission, one of said drives being faster than another, a plurality of pressure fluid operated motors respectively adapted to control operation of said devices, primary control means for effecting selective variation of said transmission drives and including primary valving means selectively operable at the will of the vehicle driver to control pressure fluid application to said motors, and secondary valving means operable independently of selective operation of said primary valving means and when the latter has been operated to provide said faster speed ratio drive for varying the application of pressure fluid to at least one of said motors to eifect a change in the transmission drive.

3. In a power transmission for motor vehicles; a plurality of speed ratio controlling devices adapted to control selective speed ratio drives through the transmission; a pressure fluid operated motor for controlling operation of each of said devices; primary control means for efi'ecting selective variation of said drives, including, primary valving means selectively operable to control pressure fluid application to said motors, a plurality of pressure fluid-supplying conduit means respectively communicating at the ends thereof with said motors and said primary valving means; and secondary valving means interposed in said conduit means for diverting pressure fluid supply from one of said conduit means to the other so that the pressure fluid is conducted through portions of both of the last said conduit means.

4. In a power transmission for motor vehicles; a plurality of speed ratio controlling devices adapted to control selective speed ratio drives through the transmission; a pressure fluid operated motor for controlling operation of each of said devices; primary control means for effecting selective variation of said drives, including, primary valving means selectively operable to control pressure fluid application to said motors, a plurality of pressure fluid-supplying conduit means respectively communicating with said motors and said primary valving means; and sec ondary valving means interposed in said conduit means for shunting the pressure fluid from one of said conduit means to another of said conduit means so that the pressure fluid is conducted through portions of both of the last said conduit means for effecting a change in the transmission drive.

5. In a power transmission for motor vehicles, a speed ratio controlling device adapted to con- .trol a speed ratio drive through the transmission, a second speed ratio controlling device adapted to control another speed ratio drive through the transmission relatively slower than the first said drive, fluid pressure operated means for controlling operation of the first said device, second fluid pressure operated means for controlling operation of the second said device, a high speed secondary pressure fluid supply conduit for the first said device, a low speed secondary pressure fluid supply conduit for the second said device, a high speed primary pressure fluid supply conduit for said high speed secondary conduit, 9. low speed primary pressure fluid supply conduit for said low speed secondary conduit, primary valving means for controlling supply of pressure fluid to said primary conduits, and secondary valving means for controlling supply of pressure fluid between said primary and secondary conduits.

6. In a power transmission for motor vehicles, a speed ratio controlling device adapted to control a speed ratio drive through the transmission, a second speed ratio controlling device adapted to control another speed ratio drive through the transmission relatively slower than the flrst said drive, fluid pressure operated means for controlling operation of the flrst said device, second fluid pressure operated means for controlling operation of the second said device, a high speed secondary pressure fluid supply conduit for the first said device, a low speed secondary pressure fluid supply conduit for the second said device, a high speed primary pressure fluid supply conduit for said high speed secondary conduit, a low speed primary pressure fluid supply conduit for from said high speed primary conduit to said high speed secondary conduit and from said low speed primary conduit to said low speed secondary conduit.

7. In a power transmission for motor vehicles, a speed ratio controlling device adapted to control a speed ratio drive through the transmission, a second speed ratio controlling device adapted to control another speed ratio drive through the transmission relatively slower than the first said drive, fluid pressure operated means for controlling operation or the flrst said device, second fluid pressure operated means for controlling operation of the second said device, a high speed secondary pressure fluid supply conduit for .the flrst said device, a low speed secondary pressure fluid supply conduit for the second said device, a high speed primary pressure fluid supply conduit for said high speed secondary conduit, a low speed primary pressure fluid supply conduit for said low speed secondary conduit, primary valving means for controlling supply of pressure fluid to said primary conduits, and secondary valving means providing supply of pressure fluid from said high speed primary conduit to said high speed secondary conduit and from said low speed primary conduit to said low speed secondary conduit, said valving means being operable to shunt the pressure fluid supply from said high speed primary conduit to said low speed secondary conduit, said valving means operating to vent said high speed secondary conduit when said pressure fluid is shunted as aforesaid.

8. In a power transmission for motor vehicles,

a speed ratio controlling device adapted to control a speed ratio drive through the transmission, a second speed ratio controlling device adapted to control another speed ratio drive .high speed secondary pressure fluid supply conduit for the first said device, a low speed secondary pressure fluid supply conduit for the second said device, a high speed primary pre'ssure fluid supply conduit for said high speed secondary conduit, a low speed primary pressure fluid supply conduit for said low speed secondary conduit, primary, valving means operable to selectiyely control supply 01 pressure fluid to said primary conduits, and secondary valving means normally providing communication between said high speed primary and secondary conduits and between said low speed primary and secondary conduits, and means eflecting operation or said secondary valving means to close the communication between said high speed primary and secondary conduits and to provide communication between said high speed primary conduit and said low speed secondary conduit.

9. In a power transmission for motor vehicles, a speed ratio controlling device adapted to control a speed ratio drive through the transmission, a second speed ratio :controlling device adapted. to control another speed ratio drive through the transmission relatively slower'than the flrst said drive, fluid pressure operated means for controlling operation of the flrst said device, second fluid pressure operated means for controlling operation 01 the second said device, a high speed secondary pressure fluid supply conduit for the flrst said device, a low speed secondary pressure fluid supply conduit for the second said device, a high speed primary pressure fluid supply conduit for said high speed secondary conduit, a low speed primary pressure fluid supply conduit for said low speed secondary conduit, primary valving means operable to selectively control supply or pressure fluid to said primary conduits, and secondary valving means normally providing communication between said high speed primary and secondary conduits and between said low speed primary and secondary conduits, .and means for utilizing the pressure fluid in said high speed primary conduit for etfecting operation of said secondary valving means to close the communication between said high speed primaryand secondary conduits and to provide communication between said high speed primary conduit and said low speed secondary conduit.

10. In a power transmission for motor vehicles, a speed ratio controlling device adapted to control a speed ratio drive through the transmission, a second speed ratio controlling device adapted to control another speed ratio drive through the transmission relatively slower than the flrst said drive, fluid pressure operated means for controlling operation of the flrstsaid device, second fluid pressure operated means for controlling, operation of the second said device, a high speed secondary pressure fluid supply conduit for the flrst said device, a low speed secondary pressure fluid supply conduit for the second said device, a high speed primary pressure fluid supply conduit for said high speed secondary conduit, a low speed primary pressure fluid supply conduit for said low speed secondary conduit, primary valving means operable to selectively control supply of pressure fluld to said primary conduits, follower valving means operable to a first position thereof to provide communication between said high speed primary and secondary conduits and between said low speed primary and secondary conduits, leader valving means, and means for operating said leader valving means from a first position thereof to a second position to cause pressure fluid operation of said follower valving means to a second position thereof thereby to close communication between said high speed primary and secondary conduits and to provide communication between said high speed primary conduit and said low speed secondary conduit.

11. In a power transmission for motor vehicles, a speed ratio controlling device adapted to control a speed ratio drive through the transmission, a second speed ratio controlling device adapted to control another speed ratio drive through the transmission relatively slower than the first said drive, fluid pressure operated means for controlling operation of the first said device, second fluid pressure operated means for controlling operation of the second said device,a high speed secondary pressure ffuid supply conduit for the first said device, a low speed secondary pressure fluid supply conduit for the second said device, a high speed primary pressure fluid supply conduit for said high speed secondary conduit, a low speed primary pressure fluid supply conduit for said low speed secondary conduit, primary valving means operable to selectively control supply of pressure fluid to said primary conduits, follower valving means operable to a flrst position thereof to provide communication between said high speed primary and secondary conduits and between said low speed primary and secondary conduits, leader valving means, means for operating said leader valving means from a first position thereof to a second position to cause pressure fluid operation of said follower valving means to a second position thereof thereby to close communication between said high speed primary and secondary conduits and to provide communication between said high speed primary conduit and said low speed secondary conduit, and means operable in response to operation of said leader valving means to said first position for returning said follower valving means to its said first position.

12. In a power transmission for motor vehicles,

a speed ratio controlling device adapted to control a speed ratio drive through the transmission, a second speed ratio controlling device adapted to control another speed ratio drive through the transmission relatively slower than the first said drive, fluid pressure operated means for controlling operation of the first said device, second fluid pressure operated means for controlling operation of the second said device, a high speed secondary pressure fluid supply conduit for the first said device, a low speed secondary pressure fluid supply conduit for the second said device, a high speed primary pressure fluid supply conduit for said high speed secondary conduit, a low speed primary pressure fluid supply conduit for said low speed secondary conduit, primary valving means operable to selectively control supply of pressure fluid to said primary conduits, follower valving means operable to a flrst position thereof to provide communication between said high speed primary and secondary conduits and between said low speed primary and secondary conduits, leader valving means, means for operating said leader valving means from a first position thereof to a second position to cause pressure fluid operation of said follower valving means to a second position thereof thereby to close communication between said high speed primary and secondary conduits and to provide communication between said high speed primary conduit and said low speed secondary conduit, and means for venting said high speed secondary conduit when said leader and follower valving means are operated from their first said positions to their second said positions respectively.

13. In a power transmission for motor vehicles, a plurality of speed ratio controlling devices adapted respectively to control relatively high and low speed drives through the transmission, primary control means operable for effective selective operation of said devices, and secondary control means operable for effecting selective operation of said devices independently of selective operation of said primary control means, and means preventing said selective operation of said secondary control means when said primary control means is operated to effect operation of the device for controlling said relatively low speed drive.

14. In a power transmission for motor vehicles, a plurality of speed ratio controlling devices adapted respectively to control relatively high and low speed drives through the transmission, pressure fluid operated means for controlling operation of each of said devices, vehicle driver controlled means operable at the will of the driver to selectively control pressure fluid supply to said pressure fluid operated means, additional vehicle driver controlled means operable at the will of the driver to selectively control pressure fluid supply to said pressure fluid operated means, and means preventing said selective control by said addi-- tional driver controlled means when the first said driver controlled means operates to provide said relatively low speed drive.

15. In a power transmission for motor vehicles, a plurality of speed ratio controlling devices adapted respectively to control relatively high and low speed drives through the transmission, pressure flpid operated means for controlling operation of each of said devices, means operable to selectively control pressure fluid supply to said pressure fluid operated means, driver controlled means operable at the will of the driver to selectively control pressure fluid supply to said pressure fluid operated means, and means preventing said selective control by said driver controlled means when said selectively operable means operates to provide said relativelylow speed drive. i

16. In a power transmission for motor vehicles, gearing having a plurality of rotary control elements operably associated therewith to control selective speed ratio drives through the transmission, one of said speed ratio drives being relatively faster than another, a plurality of speed ratio controlling devices respectively frictionally engageable with said control elements, a plurality of pressure fluid operated means respectively adapted to operate said speed ratio controlling devices, driver manipulated primary control means for effecting selective variation of said speed ratio drives, said primary control means including a device having selective movement to a plurality oi predetermined positions respectively corresponding to said speed ratio drives to eflfect pressure fluid application selectively to said pressure fluid operated means, and secondary control means for diverting pressure fluid application irom that pressure fluid operated means which at such time is operated in accordance with the position of said selectively movable device in providing said relatively fast drive to another of said pressure fluid operated means independently of selective movement of said selectively movable device.

17. In a power transmission for motor vehicles, gearing having a plurality 01 speed ratio controlling devices operably associated therewith to control selective speed ratio drives through the transmission, one of said speed ratio drives being relatively faster than. another, a plurality of pressure fluid operated means respectively adapted to operate said devices, driver manipulated primary control means for eiiecting selective variation of said transmission drives and including a device having selective movement to effect pressure fluid application selectively to said-pressure fluid operated means, and secondary control means for diverting the application of pressure fluid from that pressure fluid operated means which provides said relatively fast drive to another of said pressure fluid operated means independently of selective movement of said selectively movable device.

18. In a power transmission for a motor vehicle provided with an engine throttle-adjusting mechanism having a throttle opening range of movement and a kick-down range of movement adjacent the end of the throttle-adjusting range in the direction of throttle opening movement, a plurality of speed ratio controlling devices adapted to control selective speed ratio drives through the transmission, a plurality of pressure fluid operated means for controlling operation of said devices, primary control means for effecting selective variation of said transmission drives and including a driver operated device having selective movement to eflfect pressure fluid control of said pressure fluid operated means, sec-' ondary control means operable in response to adjustment of said throttle-adjusting mechanism in said kick-down range of movement for controlling operation of said pressure fluid operated means independently of selective movement of said selectively movable device, and means preventing operation of said secondary control means during adjustment of said throttle-adjusting mechanism in said throttle-opening range.

19. In a power transmission for a motor vehicle having an engine throttle-adjusting mechanism having a throttle opening range of movement and a kick-down range of movement adjacent the end of the throttle-adjusting range in the direction of throttle opening movement, a plurality of speed ratio controlling devices adapted to control selective speed ratio drives through the trans- I mission, a plurality of pressure fluid operated means for controlling operation of said devices, primarycontrol means for effecting selective variation of said transmission drives and includ ing a device manipulated by the vehicle driver selectively to effect pressure fluid control of said pressure fluid operated means, and secondary control means mechanically connected to said throttle-adjusting mechanism for operation in response to adjustment of said throttle-adjusting mechanism in said kick-down range of movement movement to eiIect pressure fluid application selectively to said pressure fluid operated means, and vacuum operated secondary control means operably connected to the intake system 0! the engine for operation in response to adjustment of said throttle-adjusting mechanism for diverting the application of pressure fluid from one of said pressure fluid operated means to another of said pressure fluid operated means independently oi selective'movement of said selectively movable device.

21. In a power transmission for a motor vehicle having an engine throttle-adjusting mechanism, a plurality of speed ratio controlling devices adapted to control selective speed ratio drives through the transmission, a plurality of pressure fluid operated motors respectively adapted to control operation of said devices, primary control means for eifecting selective variation of said transmission drives and including primary valving means selectively operable to control pressure fluid application to said motors, secondary valving means operable to change the application of pressure fluid from one of said motors to another of said motors, and means operably connecting said secondary valving means with said throttleadjusting' mechanism for efiecting said change in pressure fluid application in response to adjustment of said throttle-adjusting mechanism.

22. In a' power transmission for a motor vehicle having an engine throttle-adjusting mechanism, a plurality of speed ratio controlling devices adapted to control selective speed ratio drives through the transmission, a plurality of pressure fluid operated motors respectively adapted to control operation of said devices, primary control means for eiIecting selective variation of said transmission drives and including primary valving means selectively operable to control pressure fluid application to said motors, secondary valving means operable to change the application of pressure fluid from one of said motors to another of said motors, and means utilizing the suction of the engine intake system for controlling operation of said secondary valving means in response to adjustment of said throttle-adjusting mechanism.

23. In a power transmission for a motor vehicle having an engine throttle-adjusting mechanism, a plurality of speed ratio controlling devices adapted respectively to control relatively high and low speed drives through the transmission, pressure fluid operated means for controlling operation of each of said devices, means operable to selectively control pressure fluid supply to said pressure fluid operated means, and means operably connected to the intake system .of said engine and limited to operation of said selectively operable control means in providing said relatively high speed drive for selectively controlling pressure fluid delivery to said pressure fluid oper- 24. In a drive for a motor vehicle having an engine provided with a throttle valve actuator operable by the driver throughout a range of movement in adjusting the throttle valve between its extreme limits of opening and closing positlons, a, transmission having a plurality of speed ratio controlling devices adapted to respectively control a plurality of relatively differing high speed ratio-drives and a relatively low speed ratio drive from the engine to the vehicle, means for effecting operation of said devices, and means limited to operation of the last said means in providing the highest of said drives and utilizing the engine intake suction under control of said throttle valve actuator for effecting change in the relative operation of at least two of said,

devices to vary the speed ratio drive.

25. In a drive for a. motor vehicle having an engine provided with a throttle valve actuator operable by the driver throughout a range of movement in adjusting the throttle valve between its extreme limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement and therebeyond, a transmission for' driving the vehicle from the engine in a plurality of variable speed ratio drives, means providing a drive through the transmission, means providing an additional drive through the transmission faster than that provided by the first said drive means, a pressure fluid motor operable to control said faster drive means, a source of liquid, means including a pump for supplying said liquid under pressure to said motor, and means operable in response to operation of said throttle valve actuator beyond its said range of movement for shutting off said pressure liquid supply from said pump to said motor.

26. In a valving mechanism, a casing having a bore, a sleeve fitting within said bore, said sleeve having a pair of circumferentially spaced recesses, said sleeve having a pair of ports formed therein and respectively establishing communication between the sleeve interior and said recesses, said ports being offset from each other in the direction of the axis of said sleeve, said recesses being so disposed relative to each other in the direction of said axis that a plane perpendicular to said axis may be passed through portions of both of said recesses, means for supplying pressure fluid to one of said recesses for passage through the sleeve interior to the other of said recesses, and a valve slidable in said sleeve to control said ports and thereby control passage of pressure fluid relatively between said recesses.

27. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the. driver throughout a range of movement in adjusting the throttle between its limits of opening and closing positions, means accommodating driver operation of said actuator from its throttle closing position to the limit of its throttle opening position and therebeyond, transmission mechanism operable to provide at least three forward drives of relatively different predetermined fixed speed ratio from the engine to the vehicle, pressure fluid operated means for controlling at least the fastest of said drives, means for supplying pressure fluid to said pressure fluid operated means during operation of said fastest drive, means operable in response to operation of said throttle actuator beyond the limit of its said throttle opening position for effecting consaid step-down control means being so arranged as not to change the transmission drive in either of the other two of said three drives, and means operable to effect operation and release of said other two drives independently of operation of said step-down control means as aforesaid.

28. In a drive for a motor vehicle having an engine provided wtih a throttle actuator operable by the driver, variable speed ratio driving mechanism for driving the vehicle from the engine in at least three relatively different forward speed ratios two of which are relatively fast vehicle driving speed ratios and another of which is a relatively slow vehicle driving speed ratio, transmission control mechanism operable at the will of the driver to accommodate operation of said forward speed ratio drives, and means operable in response to operation of said throttle actuator for stepping down the drive in said speed ratio driving mechanism only when said transmission control mechanism has been operated to accommodate operation of the faster of said two relatively fast driving speed ratios.

29. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the driver throughout a range of movement in adjusting the throttle between its limits o opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement and therebeyond, transmission mechanism operable to provide a plurality of speed ratio drives from the engine to the vehicle, pressure fluid operating means including a control valve therefor for controlling at least one of said drives, means operable in response to operation of said throttle actuator beyond its said range of movement to cause operation of said control valve to vent said pressure fluid operating means, and means operable to effect operation and release of other of said drives independently of operation of said control valve.

30. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the driver, transmission mechanism operable to provide a plurality of speed ratio drives from the engine to the vehicle, pressure fluid operated means for controlling at least one of said drives, a first valve movable by pressure fluid to control pressure fluid application to said pressure fluid operated means, a second valve operable to control pressure fluid movement of the first valve, and means for effecting operation of the second valve in response to operation of said throttle actuator.

31. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the driver, transmission mechanism operable to provide a plurality of speed ratio drives from the engine to the vehicle, pressure fluid operated means for controlling at least one of said drives, a first valve movable by pressure fluid to control pressure fluid application to said pressure fluid operated means, a second valve operable to control pressure fluid movement of the first valve, and means utilizing the partial vacuum of the engine intake system for effecting operation of the second valve in response to operation of said throttle actuator.

32. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the driver throughout a range of movement in adjusting the throttle between its limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement to the limit or its throttle opening movement and therebeyond, transmission mechanism operable to provide a plurality of speed ratio drives from the engine to the vehicle, control means for said transmission mechanism adapted to be set by the vehicledriver to accommodate operation of said drives, one of said ,drives being relatively fast with respect to another of said drives which is relatively slow, a fluid coupling cooperably disposed with the engine and transmission mechanism for transmitting drive therebetween, and means operable in response to operation of said throttle actuator beyond its said range of movement for overruling the setting of the control means to prevent operation of said relatively fast drive while accommodating operation of said relatively slow drive, the motor vehicle drive being such as to permit acceleration of the vehicle in said relatively slow drive with said control means set to. accommodate said relatively fast drive, said overruling means operating to restore the transmission mechanism to the setting of said control means in response to operation of said throttle actuator to within its said range of movement.

33. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the driver throughout a range of movement in adjusting the throttle between its limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement to the limit oi! its throttle opening movement and therebeyond, a plurality of control elements adapted to control selective speed ratio drives through the transmission, a plurality of speed ratio controlling devices respectively engageable with-said control elements, a plurality of pressure fluid operated means respectively adapted to operate said speed ratio controlling devices, primary driver manipulated control means for effecting selective variation of said-speed ratio drives at the will oi! the vehicle driver, said primary control means including a device having selective movement to a plurality of predetermined positions respectively corresponding to said speed ratio drives to efiect pressure fluid application selectively to said pressure fluid operated means, and secondary control means operable in response to driver operation of said throttle actuator beyond its said limit of throttle opening movement for diverting pressure fluid application from one of said pressure fluid operated means which at such time is operated in accordance with the position of said selectively movable device to another of said pressure fluid operated means independently of selective movement of said selectively movable device.

34. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the driver throughout a range of movement in adjusting the throttle between its limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement to the limit of its throttle opening movement and therebeyond, a plurality of speed ratio controlling devices adapted to control selective speed ratio drives through the transmission, a plurality of pressure fluid operated means respectively adapted to control operation of said,devices, primary control means adapted for manipulation by the vehicle driver for effecting selective variation of said transmission drives at the will of the driver and including a device having selective movement to eflect pressure fluid control 01' said pressure fluid operated means; and secondary control means operable inresponse to driver operation or said throttle actuator beyond its said limit of throttle opening movement for diverting the application oi pressure fluid from one of said pressure fluid operated means to another of said pressure fluid operated meansindependently of selective movement oi said selectively movable device.

'35. In a drive for a motor vehicle having an engine provided with a throttle valve actuator operable by the driver throughout a range of movement in adjusting the throttle valve between its extreme limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement and therebeyond, transmission means having a plurality of driving means or predetermined' flxed speed ratio operable between the engine and vehicle to provide a relatively slow speed ratio drive and a pair of relatively diflerent speed ratio drives each faster than said relatively slow drive, and change speed means operable in response to operation of said throttle valve actuator beyond its said range of movement for eflecting change in the drive through said transmission means from the faster of said pair of drives to another of said drives, said change speed means being incapable of eflecting change in the drive through said transmission means by operation of said throttle valve actuator beyond its said range of movement when the slower of said pair of drives is operating.

36. In a drive for a motor vehicle having an engine provided with a throttle valve actuator operable by the driver throughout a range of movement in adjusting the throttle valve between its extreme limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement and therebeyond, transmission means having a plurality of driving means of predetermined fixed speed ratio operable between the engine and vehicle to provide a relatively slow speed ratio drive and a pair of relatively diflerent speed ratio drives each faster than said relatively slow drive, pressure fluid operated means for controlling operation of the faster of said pair of drives, means for conducting fluid under pressure to said pressure fluid operated means during operation of the faster of said pair of drives, change speed means operable in response to operation of said throttle valve actuator beyond its said range of movement for relieving the pressure of the fluid at said pressure fluid operating means thereby eflecting change in the drive through said transmission means from the faster of said pair of drives to another of said drives, and means yieldingly acting to restore said throttle valve actuator from said position thereof beyond said range of movement to a position within said range of movement, said change speed means operating in response to restoration of said throttle valve actuator as aforesaid for restoring pressure fluid operation of said pressure fluid operated means thereby restoring operation of the faster of said pair of drives, said change speed means being incapable of efiecting change in the drive through said transmission means by operation of said throttle valve actuator beyond its said range of movement when the slower of said pair of drives isoperating.

37. In a drive for a motor vehicle having an engine provided with a throttle valve actuator operable by the driver throughout a range of movement in adjusting the throttle valve between its extreme limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement and therebeyond, transmission means having a plurality of driving means of predetermined fixed speed ratio operable between the engine and vehicle to provide a relatively slow speed ratio drive and a pair of relatively difierent speed ratio drives each faster than said relatively slow drive, drive control means comprising a plurality of pressure fluid operated devices for controlling operation of said pair 01' drives, and change speed means operable in response to operation of said throttle valve actuator beyond its said range of movement for controlling operation of said drive control means for effecting change in the drive through said transmission means from the faster of said pair of drives to the slower of said pair of drives, said change speed means being incapable of effecting change in the drive through said transmission means by operation of said throttle valve actuator beyond its said range of movement when the slower of said pair of drives is operating.

38. In a drive for a motor vehicle having an engine provided with a throttle valve actuator operable by the driver throughout a range of movement in adjusting the throttle valve between its extreme limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement and therebeyond, transmission means having a plurality of driving means of predetermined fixed speed ratio operable between theengine and vehicle to provide a relatively slow speed ratio drive and a pair of relatively different speed ratio drives each faster than said relatively slow drive, drive control means comprising a plurality of pressure fiuid operated devices for controlling operation of said pair of drives, change speed means operable in response to operation of said throttle valve actuator beyond its said range of movement for controlling operation of said pair of drives for effecting change in the drive through said transmission means from the faster of said pair of drives to another of said drives, and means effecting operation and release of said relatively slow speed drive and the slower of said pair of drives independently of operation of said change speed means.

39. In a drive for a motor vehicle according to claim 25, and means operating to effect operation and release of the first recited drive means independently of operation of the throttle valve actuator beyond its said range of movement.

40. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the driver throughout a range of movement in adjusting the throttle between its limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement to the limit of its throttle opening movement and therebeyond, transmission mechanism operable to provide at least three forward drives of relatively different predetermined fixed speed ratio from the engine to the vehicle, drive control means comprising a plurality of pressure fiuid operated devices for controlling operation of said three drives, a control element cooperably associated with said throttle actuator for operation of the control element from a first position to a second position in response to operation of said throttle actuator be yond its said limit of throttle opening movement,

said throttle actuator being movable from the limit of its throttle closing movement to the limit of its throttle opening movement without tending to cause operation of said control element from its said first position to its said second position, means operating in response to operation of said control element from its said first position to its said second position for controlling operation of said drive control means to effect control on the operation of said transmission mechanism to step-down the speed ratio drive, and means limiting operation of said step-down control means during operation of each of said three drives to vehicle drive in the fastest of said three drives.

41. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the driver throughout a range of movement in adjusting the throttle between its limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement to the limit of its throttle opening movement and therebeyond, transmission mechanism operable to provide at least three forward drives of relatively different predetermined fixed speed ratio from the engine to the vehicle, a control element cooperably associated with said throttle actuator for operation of the control element from a first position to a second position in response to operation of said throttle actuator beyond its said limit of throttle opening movement, said throttle actuator being movable from the limit of its throttle closing movement to the limit of its throttle opening movement without tending to cause operation of said control element from its said first position to its said second position, means operating in response to operation of said control element from its said first position to its said second position to effect control on the operation of said transmission mechanism to stepdown the speed ratio drive from the fastest to another of said three drives, and means effecting operation and release of each of the other two of said three drives independently of operation of said control element from its said first position to its said second position for changing the drive through the transmission mechanism.

42. In a drive for a. motor vehicle having an engine provided with a throttle actuator operable by the driver throughout a range of movement in adjusting the throttle between its limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement to the limit of its throttle opening movement and therebeyond, transmission mechanism operable to provide at least three forward drives of relatively different predetermined fixed sped ratio from the engine to the vehicle, a control element cooperably associated with said throttle actuator for operation of the control element from a first position to a second position in response to operation of said throttle actuator beyond its said limit of throttle opening movement, said throttle actuator being movable from the limit of its throttle closin movement to the limit of its throttle opening movement without tending to cause operation of said control element from its said first position to its said second position, means operating in response to operation of said control element from its said first position to its said second position to effect control on the operation of said transmission mechanism to step-down the speed ratio drive from the fastest to another of said three drives, means effecting operation and release of each of-the other two of said three drives independently of operation of said control element from its said first position to its said second position for changing the drive through the transmission mechanism, and a fluid couplin cooperably disposed with the engine and transmission mechanism for transmitting drive therebetween such that said fluid coupling provides a slip drive between the engine and transmission mechanism thereby facilitating acceleration of the vehicle by allowing the engine to race ahead of the vehicle and operate at a relatively favorable torque output, said fastest of said three drives constituting the normal speed ratio drive of the vehicle for both relatively slow'city driving and relatively fast country driving.

43. In a drive for a motor vehicle having an engine, transmission mechanism comprising pressure fluid operated means to control a speed ratio drive from the engine to the vehicle, a follower valve movable by pressure fluid to effect release of said pressure fluid operated means, a leader valve operable to controlpressure fluid movement of the follower valve, and means for operating the leader valve.

44. In a drive for a motor vehicle having an engine, transmission mechanism comprising pressure fluid operated means to control a speed ratio drive from the engine to the vehicle, a followervalve movable by pressure fluid to control operation of said pressure fluid operated means, a leader valve operable from a first venting posi- ,tion to a second position for supplying pressure fluid to said follower valve to cause movement thereof, means for conducting pressure fluid from said leader valve when in said second position to said follower valve, means for operating said leader valve between the aforesaid positions, and means for venting said pressure fluid conducting means in response to movement of saidleader valve from said second position to said first position.

45. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the driver throughout a range of movement in adjusting the throttle between its limits of opening and closing positions, means accommodating driver operation of said actuator throughout its said range of movement to the limit of its throttle opening movement and therebeyond, a plurality of speed ratio controlling devices adapted to control forward vehicle drives of relatively diflerent predetermined speed ratio, one of said drives providing a relatively fast drive for the vehicle and another of said drives providing a relatively slow drive for the vehicle, a plurality of pressure fluid operated means for controlling operation of said devices, a selector,

element mounted for hand-manipulation at the; will of the driver independently of driver operation of the throttle control such that said selector tively control operation of said plurality of pres-w,-

sure fluid operated means, means operating,-

response to driver operation of said throttlecontrol .beyond its said limit of throttle opening movement for controlling operation of said relatively fast drive when this drive is operating with said selector element positioned to accommodate this drive.

46. In a drive for a motor vehicle having an engine provided with a throttle actuator operable by the driver throughout a range of movement in adjusting the throttle between its limits of opening and closingv positions, transmission mechanism operable to provide a plurality of speed ratio drives from the engine to the vehicle, control means for said transmission mechanism adapted to be set by the vehicle driver to accommodate operation of said drives, one of said drives being relatively fast with respect to another of. said drives which is relatively slow, a fluid coupling cooperably associated with the engine and transmission mechanism for trans mitting drive therebetwen such that said fluid coupling provides a slip in the drive facilitatin acceleration of the vehicle from rest by allowing the engine to race ahead of the vehicle and operate at a relatively favorable torqueoutput, said relatively fast drive constituting the normal speed ratio'drive of the vehicle for both relatively slow city driving and relatively fast country driving; means operable under control of said throttle actuator when operated by the driver first in the direction of its throttle-opening movement and then released to accommodate operation of said throttle actuator in the direction of its throttle closing movement for controlling operation of the transmission mechanism such that, with said driver-set control means set to accommodate upveration of said relatively fast drive, operation of said relatively fast drive will be delayed and the vehicle started from restin said relatively slow drive, said relatively fast drive being established upon driver release of said throttle actuator as aforesaid.

47. In a drive for a motor vehicle having an engine provided with an intake system; transmission mechanism comprising means for driving the vehicle in a relatively slow speed ratio drive and means for driving the vehicle in a relatively fast speed ratio drive; a reciprocatory control member; means at all times subjecting said control member to communication with said intake system thereby to cause drive-controlling movement of the control member in one direction of reciprocation thereof; a spring yieldingly op' posing said movement of said control member and adapted to cause drive-controlling movement of the control member in the other direction of reciprocation thereof; drive control means operable under control of the vehicle driver to efl'ect change in the vehicle drive from each of said speed ratio driving means to the other independently of said drive-controlling movements of said control member; and means responsive to one of said drive-controlling movements of said control member for preventing said operation of said drive controlmeans.

'o'r'ro w. scno'rz. 

